Sleeve-valve gas engine



June 17,y 1.9.30.

c. P. BRocKwAY'ET Al.A

`SLEEVE VALVE GAS ENGINE 5 Sheets-Sheet 1 Dri ginal Filed June 18.` 1921 cdr! Ramen/ay' Don D. Myers ATTORNEY;-

c. P. BRoqKwAY Er AL SLEEVE VALVE GAS ENGINE original Filed June 18. I1921 s sheets-sheer 2 Wfl:

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i w A IN V EN T ORS. Carl RBrpc/way Don D. Myers A TTORNEY June 17, 1930. c. P.- BRocKwAY-l-:r AL' 1,764,386

SLEEVE VALVE GAS ENGINE Original Fi-led June. 18. 1921 l .llll

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- INVENTORS." Carl R Brockway Don D. Myers ATTORNEY Patented June 11, 1930 p uNiri-:DsTATEs PATENT oFFicE om r. EEocxwAY, 0E rhrEEsoN, NEW JERSEY, AND DoN D. MYERS, 0E TOLEDO, oHIo, AssreNoEs rro INDUSTRIAL RESEARCH coEroEA'rIoN, or '.roLEDo, onro, A

CORPORATICN 0F DELAWARE SLEEVE-VALVE das` ENGINE appnatiomined :une is, 192i, si-iai No, 478,475. Renewed Haren 11, 1939.

This invention relates to internal combustion engines ofthe sleeve valve type and contemplates improvements on the construction and operation thereof. y

An important object considered is the utilization of ignition means in a multi-c lindered engine of the above type which wi l obviate the employment of the current distributor heretofore considered necessary..

An object of the invention is also embodied in means for forming 'a two gap circuit in the secondary ignition connection toeah cylin- .der thereby effecting a maximum suretyof' spark formation. Y

A further object of the invention is the provision of single means for supplying a multi-cylindered internal combustion engine with fuel gas under pressure thereby reducing the time requisite for fuel charging and per-` mittin greaterv speed of operatioin Furt er objects are contemplated in the einployment of a single sleeve valve structure in connection with means previously suggested, withv attendant advantagesI appearing in greatly improved cooling and eilicacious valve action; in the utilization of a simplified structure ;A and in other advantageous arrangements which will ap ear in consideration of the drawings and etailed subsequent description. V

In` the drawings wherein like numerals refer to like arts, f.

Figure is alongitudinal section tlirough a double unit opposing cylinder internal combusstion` engine, the cylinder a) being in charging position and the cylin er (b) being in the beginning of its exhauststroke. Figure II is a similar section in whi h iston (a) isdn firing osition andpiston-A (bi) at end-ofexhaust stro e. 'This figure shows also the ignition wiring. o r Figure III is a similar section in which the 'piston-cylinder (a) ie moving inthe exhaust stroke-and the piston of cylinder .'(zb) is compressing) the charge. r u vFigure lVisa longitudinal section in which piston (Lahn ivingin' the suction stroke and piston (b) -is inoving in the-power stroke; -andf 1.'15 i l 'g Vlis a view of the engine,

Figure secured at their bases to each-other as partly sectioned to show the crank-shaft and valve gearing.

.In the dra-wings isillustrated a specific embodlment of my invention as applied to a twocyhndered opposed type internal combustion engine having 4 cycles though it should be understood that distinctive features of the invention may be utilized in conjunction with engines havingany suitable number of cylinders, and that the engine may be of the opposed, parallel or rotary type.

Referring to Figure I' here is illustrated two opposing engines (a) and (b) suitably b bolts 10. Coniining the description to engine (a) which is identical to engine (b) in its broad features, there isshown a crank case part 11, 'a cylinder 12, and a cylinder head 13,

the lcrank case part and cylinder being formed integral and the cylinder head being attached to the flanged end surface 14 ofthe cylinder by means of screws l5. For cooling the engine the cylinder walls are formed'hollow as at 16 to provide for the circulation of a cooling liquid but the invention` is not limited to this mode of cooling as air cooling may also be advantageously einplcyed. n one side'of this cylinder a box like casing 17 is formed in the outer wall 18 of which a Soren1 clamping ignitiony terminal 19 is fixed.v A plug 20 of insulating material prevents discharge of current from the terminal to the engine. The casing 17 is fixed to the engine cylinder o'ver an lopening 22 in the cylinder wall by means of screws 23; andthe terminal connector 19 therein is adapted to make electric-connection with the spark plug 21.in a manner herein-after fully described. Formed in the cylinder wall is inlet port 24 adapted to' make connection to the crank case interior, and outlet or exhaust port 25; A portion of the cylinder Wall, also, is de-` pressed to form a conduit 26' which, as will hereinafter be described, permits the fuel 'gases to pass intoy the combustion chamber of the c linder from the crank case.

Mention has been previously made of the lll) hollow formation ofthe cylinder wall for cylinder head may be formed integral with cach other or separate as shown, the inner pa'rt`2 being fixed to the 'iliner 'cylinder wall and th'e'ot'er part 28 being fixed to the outer cylinder Wall.

The cylinder head is cupshaped in formation the body of the cup extending within the cylinder andspaced therefrom to form a re-.

stricted bearing for the end of the valve sleeve 29; and a junk ring 30 around the cupped head adjacent its inner extremity is provided for preventing Aundue escape of gases from the cylinder. A

Thev'alve system provided is embodied in a single 'sleeve 29 adapted to have sliding contacten the inner wall ofthe cylinder. Sui*- abl'e ports 31, 32, 33 and 34 are'cut -in the sleeve walls, these ports being more or less circumferential in extent so as to permit large area of opening combined with short axial depth. The port 31 controls the inlet port 24 to the crank ease, the ports 32 and 33 control the cylinder intake conduit 26, and the port 34 controls the exhaust opening 25.

Aiiixed to the sleeve wall at 35 and havingaccess to the cylinder interior therethrough is a spark plug 21 hereinbefore referred to, the stem of which extends into and-is adapted to have sliding movementwithin the casing 17. The outer end 36 0i the spark plug is flattened and is adapted to have movement in" close proximity but out of contact with the ignition terminal 19 so that, during the reciprocation of the sleeve a high tension currentmay pass from terminal -19 to the end 36 of the's'park plug, when the spark plug is passing adjacent thereto. This is an important feature of the invention as will be fully brought out below.

The piston employed in'our invention is shown 'as an integral casting 3i' the head 38 of which is dished outwardly as at 39 and the skirt of which is apertured as at 40. and 41 'to form cooperating parts for the valving function 'as will be hereinafter detailed.

Piston 'rings combine to prevent undue '-lea'kafge of from explosion chamber 43.

eciprocation of the piston 37 is by means of the `piston rod 44, which at one end has Vend has pivotal connection with the enginel crank shaft 46.

Reciprcation of the sleeve is secured through a two'to one gear reduction by means of crank'shaftgear '47 ,gear 48,-gear pin 49, sleeve rod 5), sleeve pivot.51 and sleevepivot lug 52. ln the double engine unit as shown the `sleeve rodslare connected t'o the single gear pin 49 and accordingly alternate in movement Within the respective cylinders.

The piston rods on the contrary are pivotally mounted on opposite offset crank shaft portions thus securing movementof the pistons 'constantly'in opposition t'o 'each other. The ignition system employed includes a battery `60; a high tension ignition coil 6l; I

a primary circuit 62 ay breaker arm 63 ja cam 64; contact-'points l65;and secondary circuit 66 connected to the high tensionb ignition terminals 19 on the engine spark plug casings 1T. A condenser GT is 'shown in shunt about thc ignition-coils though in some cases it is preferable to shunt the condenser about the centacts 65. The circuits as villustrated are grounded but it is within the scope of our involition to employ complete met-al circuits.

V In the operation of the engine unit the various position of the -valve settings are illusvtrated in Figures -I to IV. Starting 'with the firing position as'indic'ated in Figure II the 'piston is `at its extreme outer limit With the 'beginning of the eXhaustst-roke indicated in Figure l", the cylinder and sleeve exhaust ports register and the cylinder intake port moves inwardly beyond the cylinder intake port- 24.'

During the 'exhaust 'stroke indicated in Figure'HI,'the'intake ports'are in registry and 'the outer movement ofthepiston with its accompanying suction -efect draws in fresh lgases to the'crank eas'e.

The end of'the'exlia-ust stroke indicated in Figure TI", shows the 'exhaust aildiiitwke ports about to close through outward movement of the sleeve, and

the spark pl ug approaching the contact 19.

The subsequent instroke of :the piston Vshown at Figure l, first compressesthe crank case gases and/'then uncovers the by4pass ports 32 and 33. whereupon the compressed crank case gas flows rapidly into the cylinder compression space 43. During the first part of this instroke the spark plug :isses the contact 19 and a spark, passes at t e'plug terminals; but since no explosive gases exist'in this cylinder no effect is produced.

After the cylinder is filled with fresh gases. the subsequent outstrokeof `the-piston as at F igure III", closes all ports, compresses the gas, and the iii-moving sleeve y'carries the spark plug again into registry; whereupon lthe-charge is ignited and the cycle is once more repeated.

It should'be pointed out that as the piston rods of the dual cylinders shown are connected to opposite extremes of the crank arms, and since the suctions and compression states in the va rions engines alterna-te, the compression and suction effects in the crank case is multiplied b v the simultaneous action of both pistons so that a greatly intensified and very positive feeding of gases into the explosion chambers result, occurring in a comparatively limited period of-time. It should be noted further that the piston port 32 is so ositioned relative to the piston head that the resh gases derive full advantage from the heating effect thereof thus properly conditioning them for ignition. 1

The movement of the interruptor 63 causes sparks to pass' whenever the pistons are at their outer limits, but as previously stated the spark is effective in one cylinder only at a time. The high tension spark circuit con-` tains two sparks at the time of breaking of the interrupter contacts, one at the plug-terminals and the other between the plug cap 256 and contact 19. This is advantageous for the reason that the sparks do not pass until voltage snliieient to break down both air gaps is induced and when the spark finally passes it appears to have more efficacious ignition characteristics than would otherwise appear.

The embodiment of our invention herein disclosed is of course subject to variation without departing from the spirit of the invention and we therefore desire to claim the same broadly as well as specifically as indicated by the appended claims.

We desire to claim for Letters Patent l. In a multi-cylindered gas engine having axially aligned eX losion chambers; a single compression cham er; and means for alternately feeding compressed fuel mixtures rom the compression chamber to each of said eX- plosion chambers.

2. In a multi-eylindered an explosion chamber in eac of a plurality of axially aligned cylinders, the combination oi a single combination suction and compression chamber for fuel mixtures; and means in each cylinder for alternately increasing and de/ creasing the pressure in said suction and compression chamber. i

In a four cycle internal combustion en- `gine having a crank case and a plurality of axially aligned explosion chambers; conduits connecting the expolsion chambers to the crank case; reciprocable sleeve valves for said conduits; and means operated by the engine crank shaft for operating the valves.

4. In a gas engine having an enclosed crank case having a crankshaft therein, the combination of a cylinder having an axial passageway in its wall; a reciprocable Sleeve movable within the cylinder operated by saidjcrank Ishaft, said sleeve forming an explosion chamber; and a piston having an openingadapted to communicate between the crank case and cylinder passageway; said sleeve by its moglas engine having tion being adapted to alternately establish and dis-establish communication from the crank case to the explosion chamber through `the piston` port and cylinder passageway'.

In a gas engine havinga crank case and explosion chamber, the combination ot' a piston movable between said chamber and c lank case-and havin a port in its Wall adjacent its head; a conduit adapted to form a passageway between the chamber and piston port; and means including'a sleeve adapted to be reciprocated by the engine for opening and closing said passageway, and an exhaust port adjacent the upper end of the explosion chamber.

(i. In a. gas engine having an enclosed crankcasc and a plurality of cylinders; a plurality of pistons reciprocable in said cylinders in opposing directions; a plurality of reci procable valve sleevescoope'rating with said pistons, said valve sleeves being adapted for movement in the same direction.

7. In a gas engine, the combination of-a cylinder having an explosion chamber and a mixture inlet passage in itswall; a piston in said cylinder; a reciprocable sleeve valve surrounding said piston, said sleeve and piston having openings for periodically establishing` commu-nlcation between the crankcase and the cylinder; an exhaust port adjacent the upper end of said cylinder, said mixture inlet passage being so arranged that incoming fuel mixtures completely scavenge exhaust gases from the cyllnder.

In testimony whereof, we afiix' our signatures.

CARL P. BROCKVAY. DON D. MYERS.

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